Railway-brake.



PATENTBDJUNB i2. 1903@ f P. HALLoT, RAILWAY BRAKE:

A`PPLIOATION FILED NOV. 5, 1902.V 'v

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N0 MODEL.

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PATENTE'JJ JUNE 2,-19o'.y

l No. 730,115.

P. HALLoTgl RAILWAY BRAKE.

APPLICATION FILED NOV. 5, 1902.

No MODEL.

'm mums PETEns 00,. PHOTO-Limo.A WASHINGTON. uA c,

Y UNITED fSrir-rns APATENT OFFICE.

PAULHALLOT, OFY VINCENNES, FRANCE.

RAILWAY-BRAKE.

SPEGIFEGATION forming part of Letters Patent No. '730, 115, dated J une2v, 1903.

Application filed November 6, 1902. Serial No. 130,198: (No model.)

To all whom t may concern:

Be it known that I, PAUL HALLOT, a citi- Zen of France, residingatVincennes, France, have invented certain new and useful Improvementsin Railway-Brakes, of which the following is a specification.

This invention relates to certain improvements in the brakes describedin the specilications of my prior patents; and it has for its object tosimplify the construction thereof in such a manner as to render themapplicable to brakes of all other systems without having to alter thearrangement of such other systems.

In order that the invention may be readily understood, l will describethe same fullyr with reference to the annexed drawings, in whichv Figure1 is a transverse section of the simplified arrangement of brakecombined with-l the centrifugal governor or regulator shown 4 insection, taken on the axial line of the wheelaxle. Fig. 2 is a sectionof the said governor, taken on the line A B of Fig. l. Fig. 3 is anelevation of a modified form of this governor.

Fig. 4 is a section of the same, Vtaken on the line C D of Fig. 3.modification. manners of applying the automatic governor tocompressed-air brakes of all kinds. Fig.

Fig. 5 showsl a further 8 shows the application of the said governor to.vacuum brakes, and Fig.` 9 illustrates means for adjusting or varyingthe power of the brake.

In my prior construction the brake is actuated by means of a drum a,carried upon one of the axles of the vehicle and over which passes acable b, connected to the brake-gear. The said drum receives motion froma piston c, worked either by compressed air or by vacuum. At the momentof braking a centrifugal apparatus is brought into action and soincreases the pressure of the brakelblocks for a determinate amountwhich automatically disappears directly the rotation of the wheel tendsto stop.

The present invention has for its object to introduce certainimprovements into brakes of this kind. The roller or pulley of vthe drumis now replaced by a bevel-pulley a, carried by the axle and adapted tobe moved longitudinally thereon; so as to be vbrought into Figs. 6 and'7 show various'Y contact with a friction-cone d, (or clutcllv keyed onthe axle or on any shaft connected therewith. The rod c of thecontrolling-pis- 5 ton is connected by a bell-crank lever e to a rodf,which through the medium of the spring g causes the lever i-(engagingina groove j in the drum a) to pivot about the axis h. The multiplyingapparatus is brought into action by the engineman effecting a furtherlowering of pressure below the piston c. The increase in the upwardstroke ofthe said piston compresses the intermediate spring g and pullsthe operating-lever 7o over to the right by means of the lock-nutm,notwithstanding the opposition of thespring n.

As shown in Fig. l, the initial motion of thcgovernor is no longerderived fromthe wheel-tire, but from the axle, so as to obtain a reducedrotary speed and consequently less wear of the frictional surfaces,although the principle of the automatic working remains the same. Inthis instance the power is obtained by bringing' the bevel-pulley o intocontact with an intermediate pulley. p, adapt,- ed to participate in therotation of the axle by centrifugal force only. To this end thefriction-cone d (keyed on the axle) is cast with a series ofpartitionsq, (see Fig. 2,) so as to form compartments in which are loosely placedmetal masses r of, say, iron or lead. The intermediate pulley p isturned on its inner periphery, so as to allow it to lit with a certainamount ofplay over all these masses. When at work, the said masses fr bythe action of centrifugal force press against the internal periphery ofthe 'pulley p, and thus cause the latter to be positively rotatedvtherewith. If, therefore, the pulley o, on which is wound the cable s,whose action is added to that of the cable b, be brought intocontactwith the pulley p while the axle is revolving, thelsaid pulley o Will bedriven; but directly the speed of rotation of the masses r becomes lowerthan the force of the resistance opposed by the cable s the connectionbetween the inn termediate pulleyp and these masses will partiallycease, which will cause an equal reduction in the power derived from theaction of the drum'and will therefore automatically regulate theskidding pressure. This system I f regulation offers the followingadvalptges over the previous ones IOO tion between the rubbing-surfaces,(about one hundred and iifty grams per square centimeterg) (1),) veryregular working at all speeds; (6,) no necessity for lubrication; (CL)very great power with reduced bulk. This power may be increased in avery appreciable ratio, while avoiding wear of the metal masses. To thisend a steel band t, Fig. 2, in the form of a ribbon may beinterposedbetween the masses fr and the inner periphery of the intermediate pulleyp. The circumferential development of this steel band is less` than thatof the pulley, and the two ends of the said band are riveted to twosteel driving-blocks u fu, capable of being readily displaced in twocorresponding recesses cast in two adjacent masses o'. NVhatever may bethe direction of rotation of the masses, one of the blocks-for example,it-will be arrested by the common partition fw, the other extremitytending, on the contrary, to recede therefrom, and this all the more asthe effect of the centrifugal force increases. Figs. 3 and 1t show amore powerful arrangement, which is obtained by giving two turns to thebandi and by causing it to act directly on the pulleyp. To this end thesaid pulley is formed with two abutments or stops y, cast thereon. Theband t is composed of two lateral ribbons l and 2, terminating in axes 3and 4, adapted to bear against the abutment or stop when rotation takesplace in the direction of the arrow. These two ribbons are coupled by acommon axis '7 to an intermediate ribbon 5, which terminates at itsother end in an axis The masses when revolving tend to carry the ribbonwith them, and said ribbon, through its axes 3 and 4, drives the pulleyp with a force equal to the centrifugal throw of the masses r. Fig. 5shows a detailed arrangement wherein the interior periphery of theintermediate pulley 19 is provided either with grooves or withslightly-projecting ribs designed to facilitate the driving of thispulley by centrifugal force. According to this particular arrangementiron balls 7 are loosely arranged in superposed layers above the massesfr. It is to be remarked, moreover, that the various arrangements ofthis governor do not in any wise modify the working of the devicesdescribed in my previous speciications herein referred to and whichserve to increase and regulate the pressure of brakes of all systems.The force transmitted by the cable s on the drum o may, in fact, ,beutilized in very different ways without de parting from the principle ofthe present invention. In particular the special action of this governormay be utilized to double the power of all compressed-air brakes and torender such brake action proportional to the load on the axles withoutintroducing any modification into existing brakes. To this end thefriction-cone d, Fig. 1, keyed on the axle, is reduced to a simple boxd, Fig. 7. The cable s directly actuates a suitably-arranged reinforcingconnecting-rod 8, Fig. 8,

connected with the existing brake-gear by a connecting-band, such as 9.

10 represents the piston-rod of the usual brake-cylinder.

For goods-trucks of heavy tonnage the ar rangement shown in Fig. 6 willbe found very advantageous. The cable s passes over a pulley 11 and itsfree end is secured to one end of a rocking lever 12, pivoting about itscenter, andthe other end of which is coupled to the axis of the pulley11. The connecting-band 9 is connected to the rod 8 by any suitablemeans.- Coupling-holes provided in the rod 8 permit the constant forceof the eable s to produce on the connecting-band 9,and hence on thebrake-gear a variable force, according to the load carried by thevehicle, so that the braking force is in constant ratio with the load onthe axles. If it be desired to diminish the tension of the cable s, itis only necessary to provide a tackle. Fig. S shows the same arrangementapplied to an ordinary passenger-coach provided with a vacuum-brake. Asthe load is appreciably constant and by no means high, (tive to six,French tons,) the cables is directly attached to the end of theconnecting-rod 8, and the connecting-band 9 is permanently connected tothis rod.

Fig. 9 shows an additional arrangement whereby the power of any brakecan be strictly regulated whenever an excess of force can beeconomically availed of. For this purpose the spring 13, which serves todraw the connecting-rod t' backward, is such as to set up a determinedresistance (for instance, twenty-five per cent. of the weightbrakes) inaddition to the force necessary to insure the disengagement of the conea. This regulating-spring is secured to a screw-rod 14, adapted toadvance without turning when the adjusting-nut 15 is operated. The endof this screw-rod carries an index 16, which is placed opposite thedivision 8O of a graduated plate 17, suitably xed to the under carriageof the coach after the brake has been regulated. During the testing ofthe brakes this force of eighty per cent. of the Weight braked ispreferably obtained by snitably adjusting the stop-screw 18, the effectof which is to vary the initial position of the piston c in thecylinder, and hence the value of the expansion. The brakes having beenthus adjusted, it is suiiicient, if it be subsequently desired to altertheir power for use with another system, to suitably operate the nut 15to bring the index 16 opposite the division representing the desiredforce.

It will be obvious that the friction-cone described in thisspecification instead of being mounted on the car-axle may be arrangedon any shaft rotated by the car-axle or by the movement of the car, andtherefore when in the following claims Irefer to the car-axle I desiresaid term to also include a shaft operated by the car-axle or by themovement of the car.

ICO

IIO

Having now particularly described and ascertained the nature of my saidinvention and in what manner the same is to be performed, I declare thatwhat'I claim isl. The combination with the car-axle, of a series ofcompartments arranged around said axle, each of said compartmentscontaining a mass adapted to be displaced by centrifugal force, a pulleysurrounding said compartments and adapted to be engaged by saidmasses,and means for operating the carbrakes -by the movement of said pulley.

2. The combination with thecar-axle, of a series of compartmentsarranged around said 1 axle, each containing a mass adapted to besecondcone-pulley, a series of compartments arranged around saidcar-axle, eachgcontaining a mass ladapted to be displaced by centrifugalforce, a pulley surrounding said compartments, the outer surface of saidpulley being coned, a third cone-pulley mounted on said car-axle, meansfor operating the carbrakes by the movement of said third cone- Y pulleyand means for simultaneously throwing said second cone-pulley intoengagement with said rst-mentioned cone pulley and' said thirdcone-pulley into engagement withl v i the coned outer surface ofthepulley-whichy surrounds said compartments.

4. The combination with a car-axle, of a cone-pulley mounted thereonand'rotating therewith, a second cone-pulley loosely l mounted on saidshaft, said secondcone-pulley having a contracted sleeve portion, meansfor operating the car-brakes by the movementof said second cone-pulley,a plurality of compartments arrangedv around saidcar# axle, eachcontaining a mass adapted to be displaced by centrifugal force,l a`pulley surrounding said compartments adapted to be engaged by saidmasses,A the outer surface of said pulley being coned, a'thirdcone-pulley loosely mounted on said car-axle, said third cone-pulleyhaving a contracted sleeve portion, means for operating the car-brakesby the movement of said third cone-pulleya forked lever engaging thecontracted sleeve portion of said second cone-pulley, a second forkedlever engaging the contracted sleeve portion of said third cone-pulley,a piston controlled by the engineer, and means oper- -ated by saidpiston for actuating said'rst andsecond levers to throw said secondconeL pulley into engagement with said first-mentioned cone-pulley and'said third cone-prila ley into engagement with ,the outer coned surfaceof the pulley which surrounds said compartments.

In testimony whereof I have hereunto set my hand vin presence of twosubscribing wit'- nesses.

PAULHALLOT.

Witnesses:

EDWARD P. MAcLnAN, ALFRED FREY.

